Railway-traffic-controlling apparatus



May 31, 1921. 1,630,531

L. F. HOWARD RAILWAY TRAFFIC CONTROLLING APPARATUS Filed NOV. 27. 1922 INVENTOR' E35 0 131.4. FH v Steam Turbzl-re. 7' i L p MW ATTORNEY Patented May 31, 1927.

UNITED STATES; PATENT OFFICE.

LEIIIUEL F. HOWARD, OI? EDGEVIOOD BOROUGH, PENNSYLVANIA, ASSIGNOB. TO THE UNION SWITCH & SIGNAL COMPANY, OF SXVISSVALE, PENNSYLVANIA, A CORPORA- TION OF PENNSYLVANIA.

RAILVVAY-TRAFFIC-CONTROLLING APPARATUS.

Application filed November My invention relates to railway traflic controlling apparatus, and has for an object the provision of apparatus for automatically governing a train by means of direct current in the track rails.

I will describe several forms of apparatus embodying my invention and will then point the apparatus shown in Fig. 1. l ig. 5 is a diagrammatic view showing one form of traclrway apparatus and one form of traincarried apparatus, both embodying my invention. Fig. 6 is a View showing another modification of the apparatus shown in Similar reference characters refer to siinilar parts in each of the several views.

Referring first to Figs. 1 and2, the refer ence character 2 designates a track rail to which direct current is at times supplied by a battery 3 through a contact 4 of a relay 5. Mounted on the train is a device (i i-or detecting the presence of current from bat.- tery 8 in the rail 2, and which device in the form here shown is a generator comprising two field members 6 and an armature 7, Each field membent'i is provided with a shoe 6 projecting outwardly from the member, one shoe projecting to one side and the other shoe to the other side. The field of the genorator G is so disposed that one shoe 6* is on side of the track rail 2-, while the othershoe 6 is on the opposite side of the track rail. It will be seen, therefore, that when direct current is flowing. in the rail 2,

so that this rail is surrounded by a magnetic field of force, part of the flux will enter one of the shoes (3 and will pass through the corresponding field member 6, the armature 7. the-other field member 6, and will pass out at the other shoe (i It follows that if the armature 7 is rotating while this flux is present, the generator G will deliver alternating current. In the form of apparatus shown in Fig. 2. the armature 7 is driven constantly and at a fixed speed by a suitapparatus shown in Fig. 2. 4 1s a view showing a modification oi 27, 1922. Serial No. 603,462.

able primemover, such as a steam turbine.

The generator maybe utilized to govern the train in any desired manner. As shown in Fig. 1, this generator supplies current to an alternatingcurrent relay 9 the armature 10 of which controls a valve 11 in a pipe 12, and this pipe 12 in turn governs the brakes in such manner that the brakes will be applied when the valve .11; is open. In this fornnthen, the train may proceed with outretardation as long as it is passing over a track rail 2 which is supplied with direct current, but when thesupply of direct current ceases, the generator G will cease to supply current to relay 9, so that valve 11 will open and the brakes will be applied.

Referring now to the apparatus here shown is the same as that shown in Figs. 1 and 2, except that the armature 7 of generator G driven by an axle 15 of the train, so that thespeed of rotation of armature 7 is proportional to the speed of the train. This form of drive is particularly well adapted for use in connection with apparatus such as that shown in; akwhere inthe generator supplies current chronous motor M which iuturn drives a centrifugal device C. Owing to the fact that the speed of'armature is proport onal to the speed of the train, it; follows that the frequency of theicurrentsupplied to motor to a syn- C will also he proportionalto the speed of the train. The centrifugal device (l may be employed many suitable manner to govern the train.

As shown in Figs. 2 and 3, the armature T is journalled in two brackets 8 and 8% which are attached. to the two field men'ibers 6 of 'the generator G and so serve to maintain the proper spacing between thesemembers as well as to furnish bearings for the armature 7. The bracket-s 8 and)? are preferably of non-magnetizable menu, such as brass.

The shaft 14 of armature 7 projects beyond the bearings 8 and is supported in a third bearing 13 which is mounted in any suitable manner on the train.

Referring now to Fig.5, the reference characters 2 and 2 designatethe tuck rails of a railway along which tratlic normally moves in the direction indicated by the at" row. These rails are divided by insulated joints 16 into a plurality ot successlve track sections of which only one section A--l3 shown in the drawing. It is underStood, ho\\'ever,that in practice each track section will usually be provided with apparatus similar to that illust ated for section A E. Located adjacent the entrance end ofsection A-B is a signal S which as here shown, is of a semaphore type adapted to indicate stop, caution, or proceed, accord as the semaphore s in the horizontal,

mg the lIlCllnl-Zd, or the verticalposition. 'The circuits for the control of this signal are not.

afhacent the exit end of the section, and a track relay 18 connected across the rails adjacent the entrance end of the section; It will be noted that current. from battery 17 flows in opposite directions inthe two rails 2 and 2. Means are also provided for supplying the rails of section A-B with a second direct current which flows in the same direction in the two ads. This current, which'I will term the local current, is furnished by a battery 20, and the polarityot such current is determined by a pole-changer 21 operatively connected with signal S. The local current is supplied to the entire section it-B or to a portion of this section, depending on the condition of track frelay 18, and

for this purpose a resistance 19" is connected (ill across the rails adjacent the entrance end oi. the section, a second resistant-e19? isiconnccted across the rails at an intermediate point in the section, and a third re: stance 19 is connected across the rails adjacent the exit end of the section. lVhen track relay 18 is closed, currentfrom battery :20 passes through pole-changer 21, wire 22, front point ot' contact 23 of relay 18, wire 24, resistance 19, thence throughthe two track rails 2 and 2 in multiple to resistance 19 and then through wire25 and pole-changer 21 to battery 20. When relay 18 is open the current from battery 20 passes through pole-changer 21. wire 22, back point ot contact 23 0t relay 18 and wire26 to resistance19?,thence.

through the two rails in multiple to resist ance l9, and back to battery 20, through wire 25 and pole-changer 21.

It will be seen, therefore, that when the section immediately to the right of point B is unoccupied, current of one polarity Will be supplied to the rails of section A-B throughout the entire length of this section, whereas when the section immediately to the right of point B is occupied by a car or train, current of the other polarity will be supplied by battery 20 tothatportion of section A-B which lies between resistances l5) and 19". In the first instance the current is of what 1 will tel-1n normal polarity, and in the second instance it is of what I will term reverse polarity.

Located immediately in the rear oi point A is a train represented by a pair of wl'icels and axle V. Mounted on this train in Front of the forward axle thereof are two generators G similar to the generator shown in Figs. land 2; also carried by this train, but in the rear oi the forward anlcare two other generator-SG likewise similar to that shown inFigs. 1 and 2. The train isproy'ided with an induction motor relay R comprising pairot stator windings 28 and 28, a rotor 27, and a contact 29 operativcly connected provided with a withthe rotor 27. The two generators G are connected in the circuitof stator winding '28, the connections being such that the alternating currents produced by these generators due to current from the trackcircuit battery 17 are additive, whereas, the alternating currents due to local battery 20 neutralize each other, It follows, therefore, that stator winding 28 receives alternating current due to track circuit current, but not alternating current due to localcurrent in the track rails. The two generators G are connected in series in the circuit of stator \vinding 28, and

this connection is such that the stator winding receives alternating current due to. local current in the track rails, but not alternating current due to track circllit current. from battery 17.

its shown n Fig. 5, all of" the generators G' and GP areilriveu from an axle of the vehicle V, so that the trerp ency and voltage proportional to the speedol the. train. If desired, however, these generators may be driven by a prime mover, such as a steam turbine, as shown in Fig quencies and voltages do will be constant. 1 i

Assuming that the section immediately to the right of point B in Fig. 5 is unoccupied. it will be seen that when train V enters sec tion AB both windings of relay R will he supplied with alternating current and the (1', so that the ire vered to relay 1% Sit lllt) 11a of the currents supplied to relay it will be lac relative polarity ofthe current stuiplied to winding 28 w ll be normal. This condition will continuous long as the train occu pies anyportion of sect1on AB, and so relay R will be energized in normal direction throughout this section. Assuming, however, that the section immediately to the right otpoiut B is occupied, it will he noted Ill] is between resistances 19? and. 19F. iifter passing resistance 19, however, they supply of local current will be discontinued so that winding 28 will no longer be supplied with curren Relay R will accordingly be deenergized and will remain. so untilthe train enters a stretch of. track which is supplied with bothtrack and local currents.

Relay Itmay be utilized to governthe train in any desired manner. As here shown. this relay controls a light signal comprising three lamps D, E and F, indicating respectively, proceed, caution and stop. This signal is so controlled that the proceed la'n'ip D will be lighted when relay R is energized in normal direction, the caution lamp E will be lighted when the relay R is energized in the reverse direction, and the stop lamp F will he lighted when relay R is de-energized. It is, of course, understood that when I speak of the direction of energization of relay R, I refer to the instantaneous relative polarity of the currents in windings 28 and 28*.

Although I have herein shown and described only a few forms'of apparatus embodying my invention, it is understood that various changes and modifications may be made therein within the scope of the appended claims without departing from the spirit and scope of my invention.

Having thus described my invention, what I claim is:

1. In combination, a track rail carrying di rect current, a train provided with a generator having a field disposed to receive magnetic flux due to the direct current in said track rail, means on the train for driving the armature of said generator, and train governing apparatus controlled by the current delivered by said armature.

In combination, a stretch of railway traclr, a railway train, a generator located thereon and having a field and an armature, means located in the trackway for continuously supplying magnetic flux to the field of said generator as the train proceeds through the stretch, means on the train for driving the armature of said generator, and train governing apparatus controlled by the current delivered by said generator.

In combination, a stretch of railway track, a railway train, a generator located thereon and having a field and an armature, means located in the trackway for continuously supplying direct magnetic flux to the field of said generator as the train proceeds through the stretch, means on the train for driving the armature of said plied with currents by the generator, and train governing apparatus controlled by the current delivered by said generator.

at. In combination, a track rail carrying direct current, a train provided with two spaced generator field membersdisposed to rece ve magnetic flux due to the currentin and rail, an arn'iature mounted to rotate in the space between said members whereby alternating current will be produced in said,- armature due to current in the track rail, and train governing apparatus controlled by current produced in said armature.

in combination, a railway train, a

generator located thereon and having. an 91 armature driven by the running gear. of the train, means located in the trackway for supplying magnetic flux to, the field of said, generator, and train governing apparatus controlled by the current generator.

6. In combination, a railway train, a generator located thereon and having an armature driven by the running gear of the train, means located in the trackway for supplying magnetic flux to the field of said generator, a synchronous motor operated by current supplied by said generator, and train governing apparatus controlled by said motor.

7. In combination, a railway train, a generator located thereon and having an armature driven by the running gear of the train, means located in the trackway for supplying magnetic flux to the field of said generator, a synchronous motor on the train supplied with current by said generator, a centrifugal device operated by said motor, and train governing apparatus controlled by said centrifugal device. v

8. In combination, a railway track carrying two direct currents one of which flows in opposite directions in the two rails and the other of which flows in the same direction in both rails, a train, two generators mounted in front of the forward axle of said train and having their fields disposed to receive magnetic flux due to currents in the two rails respectively, two other generators carried by the train and having their field disposed in the same manners as the.

first two generators, means for driving the armatures of said generators, and a train governing relay having two windings suppairs of generators respectively, the first pair of generators being so connected that their outputs due to the first track current are additive and their outputs due to the second track current are neutralized, while the second pair of generators are connected in the opposite manner.

9. In combination, a stretch of railway track, a railway train, a generator located on said train and having a field and an delivered by said first and second armature; means for supplying current to at least one rail of said stretch to supply magnetic flux to said field, means located on the train for driving said armature, and traingoverning means controlled by current delivered by said generator.

10. In combination, a railway train, a generator located on said train and comprising a field and an armature, means located in the trackway for continuously supplying magnetic flux to said field when traifie conditions are safe but not when trafiic conditions are dangerous, means located on the train for driving said armature, and train governing means controlled by current supplied by said generator.

11. In a train control system, the combination of a railway track, a vehicle thereon. said track divided into blocks, means controlled bytrafiic conditions for energizing the rail of each block, means on said vehicle responding to the current in said rail, means for amplifying the direct from said current by mechanicalmotion and a device on said vehicle operated by said an'iplified current.

12. In a tain control system, the combination of a railway track. a vehicle thereon, said track divided into blocks, means controlled by trafiic conditions for energizing a rail of said blocks. means on said vehicle responsive to the cnl'rentin said rail, means for amplifying said currentby mechanical motion and means forenergizing said rm sponsive device bysaid amplified current.

In testimony whereof I-a'liix my signature.

LEMUEL F. HOWARD. 

